Wave-motor.



J. FRAME.

WAVE MOTOR.

APPLICATION FILED AUG. 30, 1912.

1,066,896. Patented July 8, 1913.

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J. FRAME.

WAVE MOTOR.

APPLICATION FILED AUG. 30, 1912.

1,066,896, Patented July 8,1913.

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J. FRAME.

WAVE MOTOR. APPLICATION FILED we. so 1912.

1 066,896. Patented July 8, 1913.

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J. FRAME. WAVE MOTOR. APPLICATION FILED AUG. 30, 1912. 1,066,896. Patented July 8,1913.

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' 'niTE JOHN FRAME, OF SEARSPORT, MAINE.

WAVE-MOTOR.

Application filed August 30, 1912.

T 0 all whom it may concern Be it known that I, JOHN FRAME, a citizen of the United States, residing at Searsport, in the county of Waldo, State-of Maine, have invented certain new and useful Improvements in \Vave-Motors; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to new and useful improvements in wave motors.

The principal object of the invention is to equip a boat with a motor of such construction as to drive the propeller shaft upon the rise and fall of the boat.

Another object of the invention is to provide a boat through which a vertically disposed rack bar projects and is held comoaratively stationary by a novel means, and ilriving means for the propeller shaft supported by the boat and engaged with the rack bar and adapted to be actuated by said bar upon the rise and fall of the heat.

A further object of the invention is to provide a motor of the character described in which the rack bar is normally held in a vertical plane by a novel means irrespective of the pitching of the heat.

A still further object of the invention is to provide a motor of the character described, which is extremely simple in construction, is cheap to manufacture, and is positive in operation.

With these and other objects in View, the invention consists in the construction and novel combination of parts hereinafter fully described, illustrated in the accompanying drawings and pointed out in the claims hereto appended; it being understood that various changes in the form, proportion, size and minor details of construction within the scope of the claims may be resorted to with out departing from the spirit or sacrificing any of the advantages of the invention.

In the drawing: Figure 1 is a side elevation of a boat equipped with a motor constructed in accordance with my invention, Fig. 2 is a longitudinal sectional View therethrough, the boat being shown disposed at an opposite inclination, Fig. 3 is a top plan view thereof, Fig. 4 is a vertical transverse sectional view taken on the line 44 of Fig. 3, Fig. 5 is a detail enlarged side elevation Specification of Letters Patent.

Patented July 8, 1913.

Serial No. 717,901.

of the driving mechanism, parts thereof being shown in section, Fig. 6 is an end elevation thereof, Fig. 7 is a erspective view of the casing, Fig. 8 is a etail horizontal sectional view taken on the line 8-8 of Fig. 5, Fig. 9 is a vertical sectional View taken on the line 9-9 of Fig. 5, Fig. 10 is a detail top plan view of the casing and rack bar, Fig. 11 is a detail side elevation of one of the balance weights, Fig. 12 is a horizontal sectional view taken on the line 12-12 of Fig. 11, Fig. 13 is a detail sectional view taken on the line 13-13 of Fig. 11, Fig. 14 is a detail sectional view taken on the line 1414 of Fig. 3, parts thereof being shown in elevation, Fig. 15 is a detail sectional view taken on the line l515 of Fig. 14, Fig. 16 is a detail sectional view taken on the line 1616 of Fig. 14, Fig. 1'! is a top plan view of the structure shown in Fig. 4, Fig. 18 is a detail bottom plan view of the auxiliary weight, Fig. 19 is a perspective view of the auxiliary Weight actuating hand lever, Fig. 20 is a detail sectional view taken on the line 20-2O of Fig. 4, Fig. 21 is a detail sectional view taken on the line 2121 of Fig. 4, and Fig. 22 is a detail horizontal sectional view taken on the line 2222 of Fig. 2.

Like reference numerals designate corresponding parts in all the figures of the drawings.

Referring to the drawings, A designates a float, such as, for instance, a boat, and this boat is provided with a central well 6. Se cured to the upper edges of the side walls 7 of the well are brackets 88.

An open ended rectangular casing B is vertically disposed between the brackets 8S, and this casing includes side walls 99 and end walls 10-10, the side walls 9 being pressed outwardly to form longitudinal ribs 1111 and consequent grooves 1212. Extending laterally from the lower ends of the ribs 11 are trunnions 1313 which are respectively journaled in suitable bearings 14-14 formed in the bracket 8. As a result of this construction, the casing B is pivotally mounted for longitudinal swinging movements with respect to the boat A.

A hollow rectangular rack bar 15 is mounted for vertical movements within the well 6 and casing B, the length of said bar being such as to extend above and below the boat A. Carried by the lower end of this bar is a horizontal plane lfi'w'hich is dis= posed longitudinally of the boat and is adapted to serve as a means to close the lower end of said rack bar. The rack bar 15'isconnected to said plane at a point slightly in advance of the center thereof so as to act as a rudder and give horizontal direction to the travel of the plane when the boat is moving forward. Extending upwardly from the rear end of the plane is a longiti'rdinally disposed vertical rib 17 which serves as a guide to'assist the plane in'running parallel with the boat. The forward end of the plane 16 is pointed, as at 18, to assist said plane in cutting through mewa'ter'.

In order to limit the longitudinal movement' of the rack bar 15 with respect to the boat A, a pair of fingers 19*49 are secured to'the'upp'er ends of the ribs 11 and end walls 10 of the casing B, said fingers extending upwardly from said casing and termi- 'na'ting at their upper ends in inwardly extending stops 2020. Disposed around'the rack bar 15 are upper and lower washers 21 and 22 respectively, the former bearing against the stop 20 and the latter against the upper end of the casing B. These washers are yieldably held in their respective posit-ions by meansof a coil spring 23. Extending laterally fromthe rack bar 16 are spaced sets of upper and lower pins 24 and 25, the former set being normally disposed above thestops20 and the lower set being normally disposed below the casing B. When the boat A rises up along the rack bar 15, the pins 24 will be caused to engage the upper washer 21 and thereby compress the spring 23, said washer and spring serving to yieldably limit the relative movement between said rack bar and boat. When the boat A falls, the lower washer 22will en gage the lower pins 25, it being understood that the pins 25 will slide within the grooves 12 of the casing B. As a result, the spring 23 will be compressed and this spring and washer will'serv-e to yieldably limit the rela ti've movement between said rack bar and boat. 7 I

Journaled in the side walls 9 of the easin'g B and on opposite sides of the rack bar 15 are transverse shafts 26-26 and fixed upon these shafts within the casing B are pinions 27-27 which respectively engage the teeth 15 of the rack bar 15. These shafts 26'extend outwardly from one side wall 9 of the casing B and fixed on said extended ends are gear wheels 28-28 which mesh with each other. Loosely mounted upon the trunnion 13 below said gear wheel 28 1s a pinion 29 which 18 connected to one ,of said gear wheels 28 through the medium of a pinion 80 which is suitably journaled upon the casing.

J ournaled in suitable openings formed in the bracketsS is a transverse shaft 31, and fixedly mounted upon this shaft. is a gear wh'e'el 32, which meshes with the pinion 34. As a result the shaft 31 will be alternately rotated during the up and down movements of the boat A with respect to the rack bar 15. Loosely mounted upon the shaft 31 is a spaced pair of beveled gears 38 and 34 The outer face of the gear '33 is formed with a counterbore 35, and disposed within the counterbore and fixed to the shaft 31 is a ratchet wheel 36. Disposed within the counterbore 35 and pivotally connected to the'gear'33 is a plurality of spring actuated pawls 37 which yieldably engage the teeth of the ratchet wheel 36. The outer face of the bevel gear 84 is formed with a counterbore 38, and disposed within the counterbore and fixed to the shaft 31 is a ratchet wheel39, the teeth of this wheel being oppositely disposed with respect to the teeth of the ratchet wheel 46. Disposed within the counterbore 38 and pivotally connected to the gear 34 isa plurality of spring actuated pawls 10 which yieldably engage the teeth of the ratchet wheels 39.

Suitable bearings 41-41' are located in the stern of the boat A, and journaled in these bearings is a propeller shaft 42 which includes a reversing clutch 43 of any suitable construction. The forward end of the propeller shaft 42 carries a bevel gear a4. which meshes with a bevel gear 45 carried by an inclined shaft 46, said shaft being suitably supported in a bracket 47. Fixed on the upper end of the shaft 46 is a bevel gear 48 which is in mesh at all times with the bevel gears 33 and 34*.

From the foregoing, it will be observed that when the boat A is elevated along the rack bar 15, the gear wheels 28, pinions 30, 29, 35, 34 and gear wheel 32 will be driven inthe direction indicated by the arrows in Fig. 5 of the drawings. Asa result, the shaft 31 will through the medium of the ratchet wheel 39 and pawls 4O rotatethe bevel gear 34* in a direction as indicated by the arrows in Fig. 16. At the same time, the pawls 37 of the bevel gear 33 will slide over the teeth of the ratchet wheel 36. Thus through the bevel gears 34* and 48 the propeller shaft 42 will be rotated in one direction. lVhen, however, the boat A is lowered with respect to the rack bar 15, the gear wheels 28, pinions 30, 29, 35, 8-1 and gear wheel 32 will be driven in a direction oppo site the direction indicated by the arrows in Fig. 5 of the drawings. As a result, the shaft 31 will through the medium of the ratchet wheel 36 and pawls 37 rotate the bevel gear in the direction as indicated by the arrow in Fig. 15 of the drawings. At thesaine time't he pawls 40 of the bevel gear 34* will slide over the teeth of the Cir ratchet wheel 39. Thus through the bevel gears 33 and 48 the propeller shaft 4-2 will be continuously driven in the same direction upon the rise of the heat A.

In order to hold the horizontal plane It) in its proper or horizontal position regard less of the pitch of the boat )1. the trunnions 13 of the casing B project beyond the brackets S, and fixedly mounted upon said projecting ends are segmental shaped balance weights l$ -l-$), the lower or base, portion of each weight being formed with a lateral peripheral enlargement 50. This en largenient being arranged concentric with the trunnion 13. constitutes an additional weight for the counterweight l9. Secured to the outer face of each counterweight 49 above the enlargement 50 thereof is a pair of spaced b 'acltets fl -51, and these batchcts support a normally horizontal rack bar 52. Ivtovably mounted upon this bar is a counterweight 5 3. Extending upwardly from the counterweight 53 is a b 'acliet 5t. and .t'ulcrnnied upon this bracket is a spring actuated pawl 55 which yieldably engages the teeth of the racl; bar to lccl; the colinterweight 5 3 in any adjusted position alcng said bar. Now it to be observed that when the boat is started forward or backward as the case may be, there a tendency for the horizontal plane l: to lag behind. As a result the plane will be disposed at an angle and consequently will act as a resistance to the passage of, the boat. 'lherefore in order to retain the plane 16 in its horizontal position during the initial movement of the boat in either directimi, the following mechanism is employed: Lo cated in the bow of the boat A is a horizontal support so which is centrally formed with an opening 57, and disposed below the support is a transverse shaft 58, the ends thereof being journaled in suitable bearings sa st) carried by the sides of the boat. Centrally tixed on the shaft 58 is an auxiliary segmental shaped weight. (30, its lower or arcnate edge being formed with opposite enlargements til. (31. The lower faces of the enlargements til are formed with par allel grooves: (32 and 63 respectively. A cable ii'l has one end connected to an eye (35 carried by the adjacent side ot a respective balance weight it). The front end of the cable t l extends into the groove (32 of the auxiliary weight (30 and has its end centrally secured therein by means of a screweye (it; or other suitable fastening means. An idler pulley GT is suitably supported in the boat A in advance of tl e auxiliary weight tit), and an idler pulley US is also supported by the boat in rear of the balance weight if). A. cable (it) has one end secured to an eye TO carried by the oppo site side of the balance weight 4.9 from the eye as. This ca le thence extends rearwardly and is trained around the idler pulley (38. the able thence extending forwardly between the balance weight t! and center sill ii. The cable thence extends forwardly around the idler pulley UT. and has its end arrangev l within the groove 21 of the auxiliary weight tit) and centrally secured in said groove by an eye 71.

Loosely mounted upon the shaft 58 on either side of the auxiliary weight (30 are brake drums T2 and 73 respectively. The drum T2 is formed with a counter-bore Til, and disposed within this counterbore and tixcd to the shaft 58 is a. ratchet wheel 75. A plurality of spring actuated pawls iii are dispcsed within the counterbore and are pivotally connected to the drum, and have yieldable engagement with the ratchet wheel T5. The drum T3 is likewise formed with a counter-bore T7. and disposed within this connterbore is a ratchet wheel 78, the teeth of this wheel however being oppositely disposed with respect to the teeth of the ratchet wheel 77. Spring actuated pawls Ti) are disposed within the counterbore TI and are pivotally connected to said drum and have yieldable engagement with the ratchet wheel 78. Depending from the support in; on either side of the opening 57 thereof are brackets ---Sth said brackets supporting aa transverse pin Si. and upon this pin is fulcruined a hand lever 82, the upper end thereof projecting above the support 56. Extend ing from the lower end of the lever are oppositely disposed lateral and transversely arranged arms SS SR. the ends of said arms being oppositely bent longitudinally to form rocker arms S t and respectively. A brake band 86 is trained under the brake drum 72 and has its ends respectively connected to the ends of the rocker arm 84. A similar brake band 87 is trained under the br: he oruni T3 and has its ends respectively connected to the ends of the rocker arm 85.

From the foregoing. it will be observed that when the boat is started fort 'ardly and it is desired to preventthe lagging of the horizontal plane 16. the hand lever 82 is tilted forwardly and as a result the rocker arm 85 will cause the brake band 87 to frictionally grip the brake druin T3, and thereby lock said druin against rotation. As a result. the tendency of the balance weights :lt) to swing rearwardly will through the able (3 t tend to also swing the auxiliary weight (to in a r arward direction, the movement of the latter, however. being prevented by reason of the ratchet wheel 78 engaging the pawl 71 Consequently the plane It; is free to swing in one direction and locked against movement in the othe and thus will be held in its proper relation with respect to he heat. When the beat is reversed. the plane 16 is held in its normal position against possible lagging by manipulating l O O well. a vertically disposed rack bar arranged 1 within the well and having a relative loose connection therewith, a horizontal plane carried by the lower end of the rack bar and disposed below the boat for retaining said rack bar against vertical movement, said plane being centrally connected to the bar, a, longitudinally disposed vertical rib extending upwardly from the rear end of the plane, and means supported by the boat and engageable with said rack bar for rotating the shaft continuously in one direction upon the rise and fall of the boat.

2. in a wave motor, the combination with a float including an opening, of a casing disposed above the opening and supported en the float for longitudinal swinging move ments, a rack bar extending upwardly through the opening of the float and casing and havinga relative longitudinal sliding movement therewith, a driven shatt Carried by the float, a connection between the rack bar and shaft for continuously rotating the latter in the same direction upon movement of the float in either direction along the bar, means for retaii'iing the bar against vertical movement, and balance weights carried by the casing for retaining the bar against longitiulinal swinging movei'ne-nts.

3. In a wave motor the combination with a float including an opening, of a casing disposed above the opening and supported on the float for loi'igitudinal swinging movements, a rack bar extending upwardly through the opening of the float and casing and having a relative longitudinal sliding movement therewith, a driven shatt carried by the float, a connection bet een the rack bar and shaft for continutmsly rotating the latter in the, same direction upon movement rack of the float in either direction along the bar, means for retaining the bar against vertical meven'ient, balance weights carried by the casing for retaining the bar against longitudinal swinging movements, and means connected to one of said weights for locking the same against swinging movement in one direction with respect to the float during the initial starting movement of said float in either direction.

In testimony whereof, I altix lny signature, in presence of two witnesses.

JOHN FRAME. 'itnesses:

A. ll. NICHOLS, JAS. A. COLSUN.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. C. 

